Truck bolster stabilizing means



Oct. 29, 1940. v L, GREEN 2,219,360

TRUCK BOLSTER STABILIZING MEANS I Filed Nov. 3, 1938 2 Sheets-Sheet 1 Oct 29, 1940. v. GREEN 2,219,360

TRUCK BOLSTER STABILIZINQ MEANS Filed Nov. 3, 1938 2 Shoots-Shut 2 2 1499 2141.; y 29 23252; if

Patented on; 29, 1940 TRUCK BOLSTER STABILIZING MEANS Vernon L, Green, Milwaukee, Wis.

OFFICE RHSSUED DEC 3 1941 PATENT Application November 3, 1938, Serial No. 238,591

a Claims.

My invention relates to means whereby the bolster of a railroad car truckis yieldingly connected to one of the transom members of the truck; the use of the usual chafing or wear plates on'the opposing sides of the transom members obviated and the metal to metal contact between bolster and truck frame eliminated, with the result that the wear and noise, due tothe slapping contact between the bolster and wear plates, will be overcome.

The invention also has for its object the provision of stabilizing-means whereby the pulling force exerted on the car body is transmitted through the bolster and thence yieldingly through my improved means to the transom of the truck, or from the truck, through my improved means to the bolster during brake application; while at the same time permitting the requisite relative lateral and vertical -movements between bolster 2 and truck. I

The above enumerated objects, as well as'others, and the advantages of my improved stabilizer will all be readily comprehended from the detailed description of the accompanying drawings wherein: I

Figure 1 is a top plan view of a portion of a truck frame with my invention applied thereto.

Figure 2 is a transverse sectional view taken on the line 2-2 of Figure 1, looking in the direction 80 'of the arrows.

Figure 3 is a perspective view of one of the bracket members secured to-the top of a transom member.

Figure 4 is a similar view of one of the bracket l'members secured to the bottom of the transom member.

Figure 5 is a detail sectional -view taken sub.- stantially on the line 5-5 of Figure 2, looking in the direction of the arrows. As my invention is applicable to any conventional type of railroad 'cartruck provided with a truckbolster, specific description of the truck frame, beyond the usual transom members and the bolster need not be entered into for an understanding of my invention and its functions and therefore merely the intermediate portions of the transom members are shown in plan in Figure 1 and in cross-section in Figure 2 at l0, It,

with the truck bolster mounted between the transom members being shown at H. The truck bolst'er i I is provided with the usual center plate at l2; the bolster being arranged in spaced relation with the transom members.

My improved stabilizer, in the specific exem- :plication shown in the drawings, comprises brackbrackets l3, l3, see Figure 1.

ets I3, l3 shown in detail in Figure 3, and consisting of the vertically disposed main wall i4,- provided with a hole l5, and two-side wing portions I6, i6 whose lower edges are disposed in the same horizontalplane as the bottom edge of the-main wall I. A pair of the brackets 13 are rigidly secured either formed integral with or welded to the top of one ofv the transom members It adjacent opposite ends as shown in Figure 1, with the main wall It arranged at the outer' longitudinal m edge of the transom member and the reenforcing wing portions l6, l8 disposed inwardly toward the bolster.

A pair of brackets I1, i1, shown in detail in I Figure 4, are likewise secured to the bottom of 3 the same transom member l0; these brackets, for sake of certain clearances, being shown arranged slightly to one side of the vertical plane of I The brackets ll each preferably consist of a single angular piece 3 of metal formed to constitute a' top wall l8, adapted .to be rigidly secured to the lower side of the transom member, and a depending or vertically disposed wall l9 which is provided with a hole 20; reenforcing side plates or wings 2|, 2| 1; being preferably provided. The brackets i1, H are preferably arranged with the depending wall I! disposed inwardly toward the plane of the bolster while the reeni'orcingv plates or wings 2|, 2! are disposed toward the outer longitudinal side of the transom member, see Figure 2.

The top of the bolster II, and substantially in horizontal alignment with brackets i3, i3, is provided with a pair of brackets l3, which are shown substantially similar to brackets I3 except 1 of somewhat less vertical dimensions in order that the openings IS in the brackets i3 preferably may approximate the horizontal planes of the holes IS in brackets l3, [3. The brackets l3, l3 are preferably intimately secured adjacent the longitudinal side'of the bolster farthest removed from the transom member provided with brackets l3, l3; the brackets I3 being arranged adjacent opposite ends of the bolster as shown in Figure 1, with their wing portions preferably disposed toward the transom member on which brackets l3 are secured.

Thebottom of the bolster ii, substantially in horizontal alignment with brackets l1, I1 is provided with similar brackets l'l', ll, of somewhat p. less vertical dimension sthan brackets ii. The brackets llare shown intimately secured at the longitudinal side of the bolster farthest from the transom member with the brackets II; the brackets ll being secured with the reenforcing side plates or wings 2| disposedtoward said transom; brackets I? being arranged in substantial horizontal alignment with brackets IT.

The device contemplates a flexible connection between the bolster and truck which is provided by means of rubber cushions or comparatively thick rubber discs 22, arranged on opposite sides of the vertically disposed walls of brackets l3, I3 and walls IQ of brackets I1, H. The cushion elements or rubber discs 22 are each centrally apertured for passage of a long bolt 23, which also passes through the openings l5 of brackets l3 and l3 on top of the transom member and the bolster and through the openings of brackets I1, Il on the bottom of the transom member and the bolster, see Figure 2. These bolts 23 (of which there are four in number, see Figure 1) are each shouldered adjacent their ends as shown at 24 and the reduced ends threaded to receive nuts and lock-washers as at 25, 26, after washers 21 have been applied; theopenings in washers 21 being just suflicient to receive the reduced threaded ends of the bolts in order that movement of the washers lengthwise of the bolts will be prevented by the shoulders 24 of the bolts.

Prior to the passage of the bolts 23 through the rubber discs and the brackets, I provide the bolts with a spacer or separating spool 28 consisting of a suitable length tube whose ends are provided with apertured end plates 29 which are preferably .welded to the tube; the tube and end plates permitting free passage of the bolt therethrough.

The length of the bolts and their shoulders have definite relation to the proper positioning of the bolster relative to the transoms of the truck; while the length of the separating or spacer spool 28 and the washer holding shoul- 401 ders provide a definite limit to the compression of the rubber cushions or discs.

As is apparent from the construction described, the bolster H is-yieldingly maintained in spaced relation with the transom members and the truck is put in motion by the pulling or pushing forces exerted on the car .body operatively connected with the bolster by the center plate, and in turn pass from the bolster to the transom of the truck through my improved stabilizing means, without permitting metal to metal contact between bolster and transom by means of wear plates in structures as at present in use. With my improved stabilizer the frequent slapping of the plates, which increased as the wear plates became worn and more clearance between them resulted is entirely eliminated and as a result a quieter and smoother running truck is provided, while at the same time obviating the necessity for frequent repair and replacement of wear plates; and although the fore and aft movement of the bolster is yieldingly restrained to an extent equal to the r deflection or compression of the rubber cushions or discs, the requisite lateral and vertical movements are not undesirably restrained by the relatively long connecting elements between the bolster and the transom.

Although the specific construction illustrated, from actual use, is believed to be the best embodiment of the invention, modification may be possible without, however, departing from the spirit of m invention as expressed in the appended claims.

What I claim is:

1. In a railway car truck provided with spaced transoms and a truck bolster arranged in spaced relation therebetween; a plurality of apertured brackets arranged in cooperative pairs on the upper and lower surfaces of the bolster and one of the transoms, elongated bolt-like members arranged transversely of the bolster and said transom with their ends disposed through the apertures of the correlated brackets and the ends of the members provided with shoulders; rubber discs arranged on the ends of the boltlike members on opposite sides of the apertured walls of the brackets; spacer means slidable on the bolt-like members intermediate of the rubber discs arranged on the inner sides of said brackets;' annular members arranged on the i ends of the bolt-like members against the shoulders thereof; and means threaded on the ends of the bolt-like members for holding the annular members in compression relation with the rubber discs on the outer sides of said brackets.

2. In a railway car truck provided with spaced transoms and a bolster arranged in spaced relation therebetween; a plurality of tie rods arranged transversely above and beneath the bolster and. one of said transom members; bracket 1 members secured to the bolster and to said transom member for slidingly receiving the ends of said tie rods; cushioning elements operatively intermediate or said tie rods and the bracket members; and means associated with the tie rods whereby the cushioning elements are placed under compression during relative movement between the bolster and the transom member and the fore and aft movements of the bolster or the truck yieldingly transmitted from one to the other while free lateral and vertical movements between bolster and truck are permitted.

3. In a railway car truck provided with spaced transoms and a truck bolster arranged in spaced relation therebetween; a plurality of apertured brackets arranged in co-operative pairs on the upper and lower surfaces of the bolster and one of the transom members; tie-rods arranged transversely of the bolster and said transom member with their ends disposed through the apertures of the correlated brackets; rubber discs arranged in pairs on the tie-rods on opposite sides of the apertured walls of the brackets; and means associated with said tie-rods whereby the discs are maintained in place and a disc at each end of the tie-rods placed under compression during the relative fore and aft movements of the bolster and the truck.

VERNON L. GREEN. 

